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Railway Accidents FOR OFFICIAL USE. Ministry of Transport. Railway Accidents. Report by Colonel Sir JOHN W. PRINGLE, C.B. On the Derailment of a Passenger Train, which occurred on the 3rd November, 1924, near Lytham, on the London, Midland and Scottish Railway, as the result of the failure of an engine tyre. LONDON : PL BUSHED BY HIS MAJESTY’S STATIONERY OFFICE, To he J>YIROLLDIRECTLY from H.M. STATIONERY OFFICE at the- following addresses : Aclafttral House, Kingsway, London, W.C. 2 ; 28, Abingdon Street, London, SAV. 1 ; York Street, Manchester ; 1, Sfc. Andrew’s Orescent , Cardiff : OT 120, George Street, Edinburgh ; or through any Bookseller. 1925. Price Is. Qd. Net. LONDON. MIDLAND AND SCOTTISH RAILWAY. Ministry of Transport, 7, Whitehall Gardens, London, S.W. 1. 19th February, 1925. S[R, I have the honour to report, for the information of the Minister of Transport, in compliance with the Order of the 4th November, the result of my Inquiry into the cause of the derailment of a passenger train, which took place on the 3rd November, at 5, 46 p.m., at Warton signal box, near Lytham, on the London, Midland and Scottish Railway. The 4.40 p.rn. down express train, ex Liverpool ( Exchange) to Manchester and Blackpool, after leaving Kirkham Station and passing Moss Side Station, was travelling at its usual speed towards Lytham, where it was booked to stop, when the leading pair of engine wheels struck the rails of a siding crossing in the vicinity of milepost 12|, with the result that 90 yards of the down line track was torn up and destroyed, and thy whole of the train derailed. The train was heavily loaded, and I much regret to report that, mainly as a consequence of the over-turning of the two leading coaches, 12 passengers were killed and two subsequently died of injuries received. Ten others suffered more or less seriously from wounds and the effects of shock. The driver of the train also was killed, and the fireman and guard were injured. The signal box was struck by the derailed engine and demolished. The signalman on duty at the time received injuries to his head, arms and legs, and was fortunate to have escaped with his life. The train was drawn by engine No. 1105 ( type 4—4 0) with six-wheeled tender (see Fig. 1, Plate II attached). At the time of the accident— it had attached to it the undermentioned vehicles :— No. Description. Weight , Built. T. cwt. qr. 701 8-wheeled non-corridor Composite coach ... 23 3 3 . 1899 12890 8-wheeled non-corridor Third class van ... 25 3 0 I * 1910 11491 8-wheeled non-corridor Composite coach ... 25 16 1 1907 12888 8-whceled non-corridor Tliird class van ... 25 3 0 ... 1910 99 6 0 All vehicles were gas-lighted . The train was fitted throughout with the vacuum continuous brake ( working pressure 19 inches to 20 inches) applicable from the engine footplate, and from either of tlie two brake compartments ; all wheels, except those of the engine bogie, being fitted with brake blocks. Those on the wheels of the tender could also he operated by hand from the footplate, and hand brake gear was also available in tlie case of the third class vans. The percentage of vacuum brake power to total weight was 524 in the case of the passenger vehicles, and 48 in that of the engine. The continuous brake was tested before the train left Liverpool, and again at Midge Hall 23 miles from Liverpool, -where three coaches were slipped, and is stated to have been in good order. After the accident (see Fig, 2, Plate I attached ) the drawbar at the leading end of No. 701 was found broken inside the lieadstock, and the two front vehicles (701 and 12890) with bogies displaced, but intermediate coupling intact, were found ljdng on their right sides on the rails of the up line. The engine and tender came to rest in rear of the two first coaches on the down side slope of the railway embankment. They were reversed in position, facing north instead of south, with the drawbar between them twisted but unbroken. The engine lay on its proper right-hand side, the tender being slightly tilted in the same direction. The engine bogie had been wrenched awav from its fastening to tlie cast iron cylinder frame, and was found in two portions north of tlie position occupied by the overturned engine. The drawbar at the leading end of coach No. 11491 had broken inside the headstock, and the two rear coaches were found derailed and standing in rear (to the north ) of the overturned engine—No. 11491 in an upright position , across the down track and foul of the up \ K ) wtd 37, ri;o i ' 4 1 25 Gp 77 -±m ^ / * ' / 4 line, and No. 128S8 outside the down track and tilted over towards the position occupied by the demolished signal box. A list of damage to rolling stock is given in Appendix I. Description. Warton signal box, the scene of this disaster, is situated between Moss Side and Lytham Stations, about 12|- miles from Preston and 8§ miles from Blackpool Central Station. The railway in the vicinity has a general north (Moss Side) and south (Lytham ) direction. The formation is on low embankment and the down line is the easterly of the pair of roads. Plate I attached shews ( Fig. 1) a line diagram of the railways in the vicinity, and a scale plan ( Fig. 2) of the section of railway immediate con- cerned. On the latter is also shewn the position occupied by the vehicles, etc^., after the accident, and of the marks found on the permanent way, and the direction of movement of the tyre of an engine wheel. Fig. 3 gives a longitudinal section of the railway shewing gradients and curvature, between Kirkham and Lytham stations. The distances from Warton signal box to the undermentioned posts are approximately as follows :— Lytham Goods Junction signal box ... 1550 yards south Moss Side signal box 1 ui. 432 north Wrea Green signal box . 2 m. 1078 Kirkham North Junction signal box ... 3 m. 1567 It will be seen from the drawing that the train was approaching Warton signal box on a right-hand curve on falling gradients of 1 in 660 and 1 in 157. Also that, with one exception (gradient rising 1 in 990), the rails fall continuously from mileage 9£ to the scene of the derailment. The permanent way on this section of railway was laid in 1918. It consists of 86-lb. rails in 45-foot lengths, supported on cast iron chairs, each weighing 56 lbs. There are 17 sleepers, measuring 9 feet by 10 inches by 5 inches, to the rail length. The chairs are fastened to the sleepers by two spikes and two trenails, alternately placed in opposite corners. Ash ballast is laid to a stated depth of 6 inches below the sleepers, and up to the level of the upper surface of the sleepers. The super-elevation on the curve varies from 2f inches to 3 inches, and the rails since the line was relaid in 1918 have been from ^ inch to ^ inch tight to gauge. Report. 1. This case of derailment, with its disastrous results in the way of loss of life, emphasises the great need that exists for some practical method of detecting concealed defects in steel used in the manufacture of tyres of engine wheels. 2. Excessive speed has been suggested in correspondence as one of the causes of this accident. There is no evidence in support of this suggestion. In Appendix II is a statement shewing the booked timings and average speed of the train in question. It will be seen that only on one short section of route traversed, i.e., between Ormskirk and Burscougb Junction, does the timing of the train necessitate an average speed of more than 50 miles an hour. Also, that the average speed throughout the journey to Blackpool is 35'6 miles an hour, and between Kirkham and Lytham Stations 39 miles an hour. It was, moreover, proved by guard Bullock that the train was running approximately to scheduled time. There appears no reason to expect that the maximum speed when the train was approaching Warton signal box was more than about 50 miles an hour. The permanent way and track in the vicinity are certainly of sufficient strength to justify this or higher speed. 3. Little, if any light is thrown on the circumstances attending* this derailment by the evidence of the railwaymen in charge of the train and engine, Of the two men on the footplate, only fireman Livingstone was able to relate his experience, as driver Crookes succumbed shortly after the accident to the injuries he received. Livingstone rode on the right-hand side of the footplate, and was not aware of any unusual movement of the engine, which was “ running nicely,” until the violent smash of the derailment took place. He was only able to recollect that after passing the down distant signal for Warton, he was looking out on the right for the distant signal for Lytham Goods Junction, when he noticed sparks flying at the leading end of the 5 engine. He was on the point of drawing driver Crookes’ attention to these sparks when the crash took place. He remembered nothing more until he recovered consciousness, and found lumseli surrounded with steam, with his leg pinned under a telegraph pole. He could not say whether steam was shut off, or whether the continuous brake was applied.
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